Wagon running-gear.



B. w. covz. WAGON RUNNING GEAR.

APPLICATION FILED NOV- B. I912.

Patented Apr. 17, 1.917.

3 SHEETS--SHEET l.

B. w. cova.

WAGON RUNNING GEAR. APPLICATION man NOV. 8.1512.

Patented Apr. 17, 1917.

a SHEETS-SHEET 2.

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B. -w. COVE.

WAGON RUNNING GEAR.

APPUCATION FILED NOV. 8. 1912.

Patented Apr. 17,1917.

3 SHEETS SHEET 3- .10 rep esen ts the U I STATES PATENTOFFICE.

1 ,BENJ'AIIMINI w. covE, ornnnnnnson, KENTUCKY," ASSIGNO'JtfifO HENDERSON" wldon f wonx s; 0F nnmmnson; KENTUCKY, m coma-03mm: N 01! xnn'rncmr;

widow nnnnfikf neii,

able others skilled in the art to which it eppertains to make and use the same. I I II I My invention relates tojthe running gear of wagons, and especially to the running ear I I of We ens intended for hauling cane ronh 15 the fie ds. Its object is to pr0v1de (I readily adjustable running gear which shallet once have feet Strength find adaptabilitmptevent tfefront axle ,fr'om 's craping I o flt' the topSIof ridges, permit a, short turning of he wa n without changing he level time from geitr and ohyiete the constant breaking ,oflv vagojn 0168 bytaking the draft of I the lead team ion: a ring urider the front hound, I I II 2% ,Tothie end it comprises the combination of perts recited in the claims appended hereto; t

I In the drewings I igure 1 is a planview;

3 is a bottom plan view of the front ge 0, I I I Fig. 4' is a central vertical section thr'ough the front running gear;

bederld holslter; I I

" 6 is a section through the line 6 -6 of ,,5";,and

Fig. 7 isadetafl,

iii Fi 5 is a View of the rear eirle, stilefront axle which is "a distinctlve feature of runnin gear, being'me'de of tubular steel ancl arched in the center so as to adapt it to clear the ground revent the front axle from scra ing ofi t e top of the' ridges, I I I 11 vre resents the rear axle and 12 the reach n ich isof iron and hollow. In invehtionthe reach, insteadof passing be- 56 tween the atxle I and, sepdboard, I passes the frontboltjer 13, Secured piece of herit iri etill i seui'ed I Specification of Letters l'aten t. I I. I ,IJWII, HUI; ,I'LIII l x II I I Appllcationflled nuvemn r 8,1912. S'erielIfIo, 731,192:

it the front and p6 ma e a proper eur'fece for the me 11th: the bree s 14 and far the a-ttachm'eht cf the strap or brace 15 at s rengthen the mm 1mm; inthi'oiighth mm: a flattened liickbry p015, the length of the flattened r oblo'id' gertibn of the reach, tau-a roundhiclkory pole at we fear we" length of the to ind portion of therdjcH-l' 65 V reachfrofn Bending bi? biicklihg; T e l on-lid 10 I 1 outer, amps of th: tile-be 22" repl esent upward strain incident to the tendency of the gear to tilt when the front gear is turned at an angle which the slider bar on the usual front gear would cause in pressing upward against the reach. In my construction that strain is entirely on the fifth wheel, which, as I have stated, is securely fastened to the front axle and bolster and is shown as so firmly placed as to be able to withstand this strain and prevent the front gear from rising or tilting in any case.

The reach and the lock attached to it work the more certainly because the reach passes through the front bolster. It is this arrangement which enables me to secure the full advantage of the relative arrangement of the reach, lock and fifth wheel. The lock has thus a firm relation to the reach and the front bolster, and the combination of parts serves to govern the action of the front ar.

represents the rear axle-bed to w ich is secured,'in the usual manner, a bolster 26.

27 are rear hounds projectin from the bolster and secured between t e bolster and axle-bed and joined at the outer end by means of two castings which form, when brought together, a hollow hound-plate casting 28 through which passes the reach 12, the end of the reach passing through a sleeve-casting lying between the rear bolster and the axle-bed'26 and secured by an integral collar 29 on each side. The reach carries, when in place, two metal collars 30, one to be applied to the rear end of the reach and the other to the reach on the front side of the rear bolster. These collars are perforated to corre ond with the perforations 31 in the reach. ins 32 and 33 on opposite sides are provided to pass through the perforations in the collars and the reach and thus enable the reach to be adjustablv secured in place and provide that the running gear may be lengthened or shortened. The arrangement of the adjusting means for the reach so that the earing may be coupled to suit the load ena les no man to chan e the coupling at will an with ease. he also takes the strain of the draft of the load as applied tothe reach. 34 and 35 represent ordinary braces for the rear hounds. 36 represents a bent strap to which is secured at one side a draft ring 37 The strap 36 is bolted to the front block or hound 17. The manner in which the fifth wheel is secured to the tongue is indicated at 38.

It will be observed that the front hound or pole-block 17 is composed of three parts instead of two, as is usual, and that the central section combines the feature of regulating the depth to which the pole can enter the hound or block and extends between the axle-bed and bolster beneath the fifth wheel to support the fifth wheel and to carry the strap 36, shown in Fig. 3, and the lead team ring 37, as shown in Figs. 2 and 3. The

pin 33 point. This construction makes a powerful.

front gear and draft attachment. In using the ring 37 I provide that the usual ring under the tongue becomes merely a su port for the lead team chain instead of ta ing the strain. I thereby throw all the strain from the lead team on the front gear and prevent the frequent breaking of the wagon tongue.

I have heretofore referred to the operation of the front gear and the lock 23 and to the fact that it prevents the tiltin of the gear when turned to an angle at which the gear would otherwise tilt either forward or backward in the absence of the usual sway-bar, (omitted in this construction) so as to permit the necessary short turn of the wagon. It is also a parent that all the strain of the draft is irectly on the front and rear axles and not on the hounds and particularly on the rear axle as the ultimate strain is borne by the reach pin 33 back of the rear bolster, the rear hounds acting only as braces to the rear bolster and to the hound-plate 28. The specific construction of the hound-plate casting, of the pins and collars on the reach and of the reach itself not only gives greater strength but also permits a ready adjustment of the parts, as has been heretofore stated.

The arrangement by which the reach passes through and is secured to the front bolster, is braced and guided by the houndplate and the rear hounds and carries at the end a reach-pin,produces the desired result in that the front gear revolves under the immediate control of the front part of the reach and the strain and power are directed, not to the hound-plate as usual, but to the rear gear. I thus avoid both the too direct relation between the reach and the front gear and the objection of hav'gi the strain of the load applied at a poin etween the front gear and the rear gear.

I claim 1. In a wagon-gear, the combination of front and rear bolsters, and a reach secured to the rear bolster by collars in front of and behind the rear bolster and passing through the front bolster and secured thereto.

2. In a wagon-gear, the combination of rear hounds, a hollow block or casting carried by the inner ends of the rear hounds, a reach passing through the hollow casting or block, the reach also passing through and. secured to the front bolster, and a reach pin at the rear of the rear bolster.

3. In a wagon-gear, the combination of a rear bolster and axle-bed, a reach passing between them and having perforations at one end, collars surrounding the reach and having perforations corresponding to those in the reach and pins to pass through the perforations in the collars and reach on opposite sides of the rear bolster.

4. In a wagon-gear, the combination of a In testimony yvhereof I have hereunto bolster, a reach passing through the bolster signed my name 1n the presence of two sub- 10 and secured thereto, an axle-bled, a fifthscribing WltIlGSS(S. Wheel located between the axleed and the I M 5 reach and an arm secured to one endof the I BENJAMIN COVE reach and rojecting beneath the surface of Witnesses: the fifth-W eel to serveas a lock for the E. LYNN,

fifth-Wheel. JAs. E. R1 tNKIN.

Copies 0! this patent may be obtained to: five cents each, by addressing the Commissioner of intents,

\ Washington, D. O. n i 

